Cooling method and system

ABSTRACT

Methods and systems for cooling an electric energy storage device are described. In one example, a temperature set point of a cooling system is reduced before a vehicle reaches a location along a travel route where load on the electric energy storage device is expected to be greater than a threshold load. By lowering the temperature set point, it may be possible to maintain a temperature of the electric energy storage device below a threshold temperature.

FIELD

The present description relates to methods and a system for cooling atraction battery and a passenger compartment of a vehicle. The methodsand system may be particularly useful for vehicles that includerefrigerant based cooling.

BACKGROUND AND SUMMARY

A vehicle may include a battery that provides power to propel a vehicle.The battery may generate waste heat when power is added to or removedfrom the battery. It may be desirable to maintain battery temperaturewithin a particular temperature range so that the battery may perform asexpected and without rapidly degrading. The battery temperature may bemaintained within the particular temperature range by removing wasteheat from the battery via a cooling system. However, the cooling systemmay lack capacity to maintain the battery within a desired temperaturerange when load on the battery is high. Therefore, it may be desirableto provide a way of maintaining battery temperature during high batteryload conditions.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The advantages described herein will be more fully understood by readingan example of an example, referred to herein as the DetailedDescription, when taken alone or with reference to the drawings, where:

FIG. 1 is a schematic diagram of a non-limiting vehicle;

FIG. 2 shows a vehicle cooling system that may cool a battery and apassenger compartment of a vehicle;

FIG. 3 shows an example operating sequence according to the method ofFIG. 4 and the system of FIGS. 1 and 2 ;

FIG. 4 shows a flowchart of an example method for cooling a tractionbattery and a vehicle passenger compartment; and

FIG. 5 shows example road segments for a travel route.

DETAILED DESCRIPTION

The present description is related to operating a cooling system thatprovides cooling to a traction battery. The cooling system may alsoprovide cooling to a passenger compartment of a vehicle. In one example,the cooling system may include a refrigerant to move heat from a firstlocation to a second location. The cooling system may be part of anelectric vehicle as shown in FIG. 1 . Alternatively, the cooling systemmay be part of a hybrid vehicle or of a fuel cell vehicle. The coolingsystem may be configured as shown in FIG. 2 or in another arrangement.The cooling system may apply refrigerant as a cooling medium. Thecooling system may be operated as shown in FIG. 3 to improve vehicleoperation. A method for operating the cooling system is shown in FIG. 4. An example travel route that is broken into segments is shown in FIG.5 .

A vehicle may include a refrigerant (e.g., R410A) based cooling systemto cool areas and components of a vehicle. The cooling system may beconfigured as a heat pump, which may swap functionality of heatexchangers in the heat pump during varying operating conditions. Thevehicle's cooling system may provide cooling to different areas of avehicle and devices within the vehicle at a same time. For example, thecooling system may cool a traction battery and a passenger compartmentof a vehicle at a same time. The cooling system may adjust a speed of arefrigerant pump and positions of one or more valves (e.g., expansionvalves) to provide different levels of cooling capacity to the devicesand areas of the vehicle. However, the cooling system may lack capacityto cool the vehicle devices (e.g., a battery) during conditions when thevehicle device is under high load. Further, a comfort level of vehiclepassengers may degrade if cooling priority is given to a vehicle devicerather than cooling of a vehicle compartment. Therefore, it may bedesirable to provide a way of operating a vehicle cooling system thatmay maintain cooling of vehicle devices when the vehicle devices areoperating under high loads.

The inventors herein have recognized the above-mentioned disadvantageand have developed a method for operating a cooling system of a vehicle,comprising: adjusting a temperature set point of a cooling system inresponse to an expected load on a device that is based on navigationaldata; and adjusting a flow rate of a cooling medium in response to aload on the device increasing when a vehicle is at a location where theexpected load increases.

By adjusting a temperature set point of a cooling system in response toan expected load on a device that is based on navigational data, it maybe possible to maintain a temperature of the device below a thresholdtemperature so that performance of the device may be maintained. Inaddition, by pre-cooling the device via lowering the temperature setpoint, it may be possible to maintain cooling of a passenger compartmentof a vehicle so that comfort of vehicle occupants may be maintained.

The present description may provide several advantages. Specifically,the approach may improve vehicle performance during high loadconditions. Further, the approach may permit a cooling system tomaintain desired temperatures for two cooling circuits. In addition, theapproach may dynamically change a look ahead distance so that an amountof cooling system lead may match an amount of time needed for thecooling system to meet a new set point temperature, which may allow theset point to be achieved while limiting energy consumption.

The above advantages and other advantages, and features of the presentdescription will be readily apparent from the following DetailedDescription when taken alone or in connection with the accompanyingdrawings.

Referring to FIG. 1 , a non-limiting example vehicle propulsion system100 for vehicle 121 is shown. A front portion of vehicle 121 isindicated at 110 and a rear portion of vehicle 121 is indicated at 111.Vehicle propulsion system 100 includes at two propulsion sourcesincluding front electric machine 125 and rear electric machine 126.However, in other examples, vehicle 121 may include only one electricmachine. Electric machines 125 and 126 may consume or generateelectrical power depending on their operating mode. Throughout thedescription of FIG. 1 , mechanical connections between variouscomponents are illustrated as solid lines, whereas electricalconnections between various components are illustrated as dashed lines.

Vehicle propulsion system 100 includes a front axle 133 and a rear axle122. In some examples, rear axle may comprise two half shafts, forexample first half shaft 122 a, and second half shaft 122 b. Likewise,front axle 133 may comprise a first half shaft 133 a and a second halfshaft 133 b. Vehicle propulsion system 100 further has front wheels 130and rear wheels 131. In this example, front wheels 130 may beselectively driven via electric machine 125. Rear wheels 131 may bedriven via electric machine 126.

The rear axle 122 is coupled to electric machine 126. Rear drive unit136 may transfer power from electric machine 126 to axle 122 resultingin rotation of drive wheels 131. Rear drive unit 136 may include a lowgear set 175 and a high gear 177 that are coupled to electric machine126 via output shaft 126 a of rear electric machine 126. Low gear 175may be engaged via fully closing low gear clutch 176. High gear 177 maybe engaged via fully closing high gear clutch 178. High gear clutch 178and low gear clutch 177 may be opened and closed via commands receivedby rear drive unit 136 over CAN 299. Alternatively, high gear clutch 178and low gear clutch 177 may be opened and closed via digital outputs orpulse widths provided via control system 14. Rear drive unit 136 mayinclude differential 128 so that torque may be provided to axle 122 aand to axle 122 b. In some examples, an electrically controlleddifferential clutch (not shown) may be included in rear drive unit 136.

The front axle 133 is coupled to electric machine 125. Front drive unit137 may transfer power from electric machine 125 to axle 133 resultingin rotation of drive wheels 130. Front drive unit 137 may include a lowgear set 170 and a high gear 173 that are coupled to electric machine125 via output shaft 125 a of front electric machine 125. Low gear 170may be engaged via fully closing low gear clutch 171. High gear 173 maybe engaged via fully closing high gear clutch 174. High gear clutch 174and low gear clutch 171 may be opened and closed via commands receivedby front drive unit 137 over CAN 299. Alternatively, high gear clutch174 and low gear clutch 171 may be opened and closed via digital outputsor pulse widths provided via control system 14. Front drive unit 137 mayinclude differential 127 so that torque may be provided to axle 133 aand to axle 133 b. In some examples, an electrically controlleddifferential clutch (not shown) may be included in rear drive unit 137.

Electric machines 125 and 126 may receive electrical power from onboardelectrical energy storage device 132 (e.g., a traction battery or abattery that provides power for propulsive effort of a vehicle).Furthermore, electric machines 125 and 126 may provide a generatorfunction to convert the vehicle's kinetic energy into electrical energy,where the electrical energy may be stored at electric energy storagedevice 132 for later use by the electric machine 125 and/or electricmachine 126. A first inverter system controller (ISC1) 134 may convertalternating current (AC) generated by rear electric machine 126 todirect current (DC) for storage at the electric energy storage device132 and vice versa. A second inverter system controller (ISC2) 147 mayconvert alternating current generated by front electric machine 125 todirect current for storage at the electric energy storage device 132 andvice versa. Electric energy storage device 132 may be a battery,capacitor, inductor, or other electric energy storage device.

In some examples, electric energy storage device 132 may be configuredto store electrical energy that may be supplied to other electricalloads residing on-board the vehicle (other than the motor), includingcompartment heating and air conditioning, engine starting, headlights,compartment audio and video systems, etc.

Control system 14 may communicate with one or more of electric machine125, electric machine 126, energy storage device 132, etc. Controlsystem 14 may receive sensory feedback information from one or more ofelectric machine 125, electric machine 126, energy storage device 132,etc. Further, control system 14 may send control signals to one or moreof electric machine 125, electric machine 126, energy storage device132, etc., responsive to this sensory feedback. Control system 14 mayreceive an indication of an operator requested output of the vehiclepropulsion system from a human operator 102, or an autonomouscontroller. For example, control system 14 may receive sensory feedbackfrom pedal position sensor 194 which communicates with pedal 192. Pedal192 may refer schematically to a propulsive effort pedal. Similarly,control system 14 may receive an indication of an operator requestedvehicle braking via a human operator 102, or an autonomous controller.For example, control system 14 may receive sensory feedback from pedalposition sensor 157 which communicates with brake pedal 156.

Energy storage device 132 may periodically receive electrical energyfrom a power source such as a stationary power grid (not shown) residingexternal to the vehicle (e.g., not part of the vehicle). As anon-limiting example, vehicle propulsion system 100 may be configured asa plug-in electric vehicle (EV), whereby electrical energy may besupplied to energy storage device 132 via the power grid (not shown).

Electric energy storage device 132 includes an electric energy storagedevice controller 139 and a power distribution module 138. Electricenergy storage device controller 139 may provide charge balancingbetween energy storage element (e.g., battery cells) and communicationwith other vehicle controllers (e.g., controller 12). Power distributionmodule 138 controls flow of power into and out of electric energystorage device 132.

One or more wheel speed sensors (WSS) 195 may be coupled to one or morewheels of vehicle propulsion system 100. The wheel speed sensors maydetect rotational speed of each wheel. Such an example of a WSS mayinclude a permanent magnet type of sensor.

Controller 12 may comprise a portion of a control system 14. In someexamples, controller 12 may be a single controller of the vehicle.Control system 14 is shown receiving information from a plurality ofsensors 16 (various examples of which are described herein) and sendingcontrol signals to a plurality of actuators 81 (various examples ofwhich are described herein). As one example, sensors 16 may include tirepressure sensor(s) (not shown), wheel speed sensor(s) 195, etc. In someexamples, sensors associated with electric machine 125, electric machine126, wheel speed sensor 195, etc., may communicate information tocontroller 12, regarding various states of electric machine operation.Controller 12 includes non-transitory memory (e.g., read only memory)165, random access memory 166, digital inputs/outputs 168, and amicrocontroller 167.

Vehicle propulsion system 100 may also include an on-board navigationsystem 17 (for example, a Global Positioning System) on dashboard 19that an operator of the vehicle may interact with. The navigation system17 may include one or more location sensors for assisting in estimatinga location (e.g., geographical coordinates) of the vehicle. For example,on-board navigation system 17 may receive signals from GPS satellites33, and from the signal identify the geographical location of thevehicle. In some examples, the geographical location coordinates may becommunicated to controller 12. The navigation system may also break atravel route into an actual total number of segments so that vehicleoperation in the segments may be predicted. Navigation system 17 maycommunicate data from the travel route to controller 12.

Dashboard 19 may further include a display system 18 configured todisplay information to the vehicle operator. Display system 18 maycomprise, as a non-limiting example, a touchscreen, or human machineinterface (HMI), display which enables the vehicle operator to viewgraphical information as well as input commands. In some examples,display system 18 may be connected wirelessly to the internet (notshown) via controller (e.g. 12). As such, in some examples, the vehicleoperator may communicate via display system 18 with an internet site orsoftware application (app).

Dashboard 19 may further include an operator interface 15 via which thevehicle operator may adjust the operating status of the vehicle.Specifically, the operator interface 15 may be configured to initiateand/or terminate operation of the vehicle driveline (e.g., electricmachine 125 and electric machine 126) based on an operator input.Various examples of the operator ignition interface 15 may includeinterfaces that require a physical apparatus, such as an active key,that may be inserted into the operator interface 15 to start theelectric machines 125 and 126 and to turn on the vehicle, or may beremoved to shut down the electric machines 125 and 126 to turn off thevehicle. Other examples may include a passive key that iscommunicatively coupled to the operator interface 15. The passive keymay be configured as an electronic key fob or a smart key that does nothave to be inserted or removed from the interface 15 to operate thevehicle electric machines 125 and 126. Rather, the passive key may needto be located inside or proximate to the vehicle (e.g., within athreshold distance of the vehicle). Still other examples mayadditionally or optionally use a start/stop button that is manuallypressed by the operator to start or shut down the electric machines 125and 126 to turn the vehicle on or off. In other examples, a remoteelectric machine start may be initiated remote computing device (notshown), for example a cellular telephone, or smartphone-based systemwhere a user's cellular telephone sends data to a server and the servercommunicates with the vehicle controller 12 to start the engine.

Referring to FIG. 2 , a schematic representation of a vehicle 10 with anon-limiting cooling system 24 is shown. Flow direction arrows (e.g.,204) describe refrigerant flow in cooling system 24 when cooling system24 is operated in a cooling mode. The vehicle 10 may have any suitabledrivetrain and may include an engine 12 that may be used to propel thevehicle 10 and/or power vehicle components. The vehicle 10 may include asingle engine 12 as shown in FIG. 1 and it may be configured as aninternal combustion engine adapted to combust any suitable type of fuel,such as gasoline, diesel fuel, or hydrogen. As another option, vehicle10 may be configured as a hybrid vehicle that may have a plurality ofpower sources, such as a non-electrical power source like an engine andan electrical power source as is shown in FIG. 1 . In still otherexamples, the vehicle may be an electric vehicle that is propelledsolely via an electric machine. The vehicle 10 may include a passengercompartment 20, an engine compartment 22, and a cooling system 24.Devices and fluidic passages or conduits are shown as solid lines inFIG. 2 . Electrical connections are shown as dashed lines in FIG. 2 .

The passenger compartment 20 may be disposed inside the vehicle 10 andmay receive one or more occupants. A portion of the climate controlsystem 24 may be disposed in the passenger compartment 20.

The engine compartment 22 may be disposed proximate the passengercompartment 20. An engine 12 and/or an electric machine 14 as well as aportion of the cooling system 24 may be disposed in the enginecompartment 22. The engine compartment 22 may be separated from thepassenger compartment 20 by a bulkhead 26.

Controller 12 may supply current and voltage to adjust a speed ofcompressor 60. Compressor 60 may pressurize and circulate therefrigerant through the heat pump subsystem 32. The compressor 60 may bepowered by an electrical power source. Speed of compressor 60 may bedetermined via sensor 299 which may be electrically coupled tocontroller 12. Compressor 60 is shown directly coupled to an inlet sideof first control valve 262 and an inlet side of first expansion device264, which may be a fixed area expansion device. The first expansiondevice 264 may be provided to change the pressure of the refrigerant.For instance, the first expansion device 264 may be a fixed areaexpansion device or variable position valve that may or may not beexternally controlled via controller 12. The first expansion device 264may reduce the pressure of the refrigerant that passes through the firstexpansion device 264 from the intermediate heat exchanger 42 to theexterior heat exchanger 66. As such, high pressure refrigerant receivedfrom the intermediate heat exchanger 42 may exit the first expansiondevice 64 at a lower pressure and as a liquid and vapor mixture.

First control valve 262 may be selectively opened and closed viacontroller 12. When first control valve 262 is in an open position, itprovides a path of least fluidic resistance to exterior heat exchanger66 such that there is little pressure drop across fixed area expansiondevice 264. Outlet sides of fixed area expansion device 264 and firstcontrol valve 262 are shown directly coupled to an inlet side 66A ofexterior heat exchanger 66. An outlet side 66B of exterior heatexchanger 66 is shown directly coupled to a first inlet side 78A ofinternal heat exchanger 78 and coupled to an inlet side of accumulator72 via second control valve 222. The exterior heat exchanger 66 may bedisposed outside the passenger compartment 20. In a cooling mode or airconditioning context, the exterior heat exchanger 66 may function as acondenser and may transfer heat to the surrounding environment tocondense the refrigerant from a vapor to liquid. In a heating mode, theexterior heat exchanger 66 may function as an evaporator and maytransfer heat from the surrounding environment to the refrigerant,thereby causing the refrigerant to vaporize. A first outlet side 78B ofinternal heat exchanger 78 is directly coupled to inlets of secondexpansion device 74 and third expansion valve 274.

Internal heat exchanger 78, may transfer thermal energy betweenrefrigerant flowing through different regions of the heat pump subsystem32. Internal heat exchanger 78 may be disposed outside the passengercompartment 20. In a cooling mode or air conditioning context, heat maybe transferred from refrigerant that is routed from the exterior heatexchanger 66 to the interior heat exchanger 76 to refrigerant that isrouted from the accumulator 72 to the compressor 60. In the heatingmode, the internal heat exchanger 78 does not transfer thermal energybetween such refrigerant flow paths since the second expansion device 74is closed, thereby inhibiting the flow of refrigerant through a portionof the internal heat exchanger 78.

The second expansion device 74 may be disposed between and may be influid communication with the exterior heat exchanger 66 and the interiorheat exchanger 76. The second expansion device 74 may have a similarconfiguration as the first expansion device 264 and may be provided tochange the pressure of the refrigerant similar to the first expansiondevice 264. In addition, the second expansion device 74 may be closed toinhibit the flow of refrigerant. More specifically, the second expansiondevice 74 may be closed to inhibit the flow of refrigerant from theexterior heat exchanger 66 to the interior heat exchanger 76 in aheating mode.

An outlet side of second expansion device 74 is directly coupled to aninlet side of interior heat exchanger 76. And outlet side 76B ofinterior heat exchanger 76 is directly coupled to an inlet ofaccumulator 72. The interior heat exchanger 76 may be in fluidcommunication with the second expansion device 74. The interior heatexchanger 76 may be disposed inside the passenger compartment 20. In acooling mode or air conditioning context, the interior heat exchanger 76may function as an evaporator and may receive heat from air in thepassenger compartment 20 to vaporize the refrigerant. Refrigerantexiting the interior heat exchanger 76 is directly routed to theaccumulator 72. In the heating mode, refrigerant may not be routed tothe interior heat exchanger 76 due to the closure of the secondexpansion device 74.

An outlet of accumulator 72 is directly coupled to second inlet 78C ofinternal heat exchanger 78. The accumulator 72 may act as a reservoirfor storing any residual liquid refrigerant so that vapor refrigerantrather than liquid refrigerant may be provided to the compressor 60. Theaccumulator 72 may include a desiccant that absorbs small amounts ofwater moisture from the refrigerant. A second outlet 78D of internalheat exchanger 78 is directly coupled to inlet or suction side 60A ofcompressor 60.

An outlet side of second control valve 222 is directly coupled to aninlet of accumulator 72 and an outlet of battery chiller heat exchanger236. An outlet side of third expansion valve 274 is directly coupled toan inlet side of battery chiller heat exchanger 236. An outlet side ofbattery chiller heat exchanger 236 is directly coupled to an inlet sideof accumulator 72. Third expansion valve 274 may be a thermostaticexpansion valve (TXV) with shutoff, a fixed area expansion device, or anelectronic expansion valve (EXV). In this example, battery chillerexpansion device 274 and expansion device 74 include shut-off valves forpreventing flow through the respective valves.

Battery coolant loop 235 includes coolant, electrical energy storagedevice 132 (as shown in FIG. 1 ), battery coolant pump 224, and batterycoolant heat exchanger 236. Heat from second electrical energy storagedevice 220 may be rejected to refrigerant flowing through batterycoolant heat exchanger 236. Thus, coolant in battery coolant loop 235 isfluidically isolated from refrigerant in heat pump subsystem 32. In someexamples, battery coolant loop 235 may include a phase change material(PCM) (e.g., paraffins, salt hydrates, etc.) 287. The phase changematerial may operate to maintain a temperature of coolant in the coolantloop during conditions when load on the electric energy storage deviceor battery are high.

The cooling system 24 may circulate air and/or control or modify thetemperature of air that is circulated in the passenger compartment 20.The cooling system 24 may include a heat pump subsystem 32 and aventilation subsystem 34.

The heat pump subsystem 32 may transfer thermal energy to or from thepassenger compartment 20. In at least one example, the heat pumpsubsystem 32 may be configured as a vapor compression heat pumpsubsystem in which a fluid is circulated through the heat pump subsystem32 to transfer thermal energy to or from the passenger compartment 20.The heat pump subsystem 32 may operate in various modes, including, butnot limited to a cooling mode and a heating mode. In the cooling mode,the heat pump subsystem 32 may circulate a heat transfer fluid, whichmay be called a refrigerant, to transfer thermal energy from inside thepassenger compartment 20 to outside the passenger compartment 20.

The ventilation subsystem 34 may circulate air in the passengercompartment 20 of the vehicle 10. In addition, airflow through thehousing 90 and internal components is represented by the arrowed lines277.

Controller 12 includes executable instructions of the methods in FIG. 4to operate the valves, fans, and pumps or compressors of the systemshown in FIG. 2 . Controller 12 includes inputs 201 and outputs 202 tointerface with devices in the system of FIG. 2 . Controller 12 alsoincludes a central processing unit 205 and non-transitory memory 206 forexecuting the method of FIG. 4 .

Each of the devices shown in FIG. 2 that are fluidically coupled viaconduits (e.g., solid lines) have an inlet and an outlet based on thedirection of flow direction arrows 204 and 206. Inlets of the devicesare locations where the conduit enters the device in the direction offlow according to the flow direction arrows. Outlets of the devices arelocations where the conduit exits the device in the direction of flowaccording to the flow direction arrows.

The system of FIG. 2 may be operated in a cooling mode. In cooling mode,passenger compartment 20 may be cooled. The cooling mode is activated byopening fixed first control valve 262, opening the shut-off valve ofbattery chiller TXV 274 if battery chilling is desired, opening theshut-off valve of expansion device 74, closing second control valve 222,activating compressor 60, activating fan 92, and activating batterychiller pump 224 if desired.

During cooling mode, refrigerant flows through heat pump subsystem 32 inthe direction of arrows 204. Coolant flows in battery chiller loop 236in the direction indicated by arrows 206. Thus, in cooling mode,refrigerant exits compressor 60 and enters the first control valve 262,thereby reducing flow through expansion device 264, so that the pressureloss across expansion device 264 is small. Refrigerant travels from thefirst control valve 262 to the exterior heat exchanger 66 which operatesas a condenser. Condensed refrigerant then enters internal heatexchanger 78 where heat may be transferred from condensed refrigerantentering internal heat exchanger 78 from exterior heat exchanger 66 tovapor refrigerant entering internal heat exchanger from interior heatexchanger 76. The liquid refrigerant then enters expansion device 74 andbattery chiller TXV 274 where it expands to provide cooling to passengercompartment 20 and battery chiller loop 235. Heat is transferred fromcoolant circulating in battery chiller loop 235 to refrigerant in heatpump subsystem 32 via battery chiller heat exchanger 236. Likewise, heatis transferred from passenger compartment 20 to refrigerant in heat pumpsubsystem 32 via interior heat exchanger 76. The heated refrigerant isdirected to internal heat exchanger 78 before it is returned tocompressor 60 to be recirculated.

The ventilation subsystem 34 may circulate air in the passengercompartment 20 of the vehicle 10. The ventilation subsystem 34 may havea housing 90, a blower 92, and a temperature door 94. The housing 90 mayreceive components of the ventilation subsystem 34. In FIG. 2 , thehousing 90 is illustrated such that internal components are visiblerather than hidden for clarity. In addition, airflow through the housing90 and internal components is represented by the arrowed lines 277. Thehousing 90 may be at least partially disposed in the passengercompartment 20. For example, the housing 90 or a portion thereof may bedisposed under an instrument panel of the vehicle 10. The housing 90 mayhave an air intake portion 100 that may receive air from outside thevehicle 10 and/or air from inside the passenger compartment 20. Forexample, the air intake portion 100 may receive ambient air from outsidethe vehicle 10 via an intake passage, duct, or opening that may belocated in any suitable location, such as proximate a cowl, wheel well,or other vehicle body panel. The air intake portion 100 may also receiveair from inside the passenger compartment 20 and recirculate such airthrough the ventilation subsystem 34. One or more doors or louvers maybe provided to permit or inhibit air recirculation.

The blower 92 may be disposed in the housing 90. The blower 92, whichmay also be called a blower fan, may be disposed near the air intakeportion 100 and may be configured as a centrifugal fan that maycirculate air through the ventilation subsystem 34.

The temperature door 94 is disposed downstream of the interior heatexchanger 76. The temperature door 94 may move between a plurality ofpositions to provide air having a desired temperature.

Temperature sensor 250 senses refrigerant temperature at outlet side 66Bof exterior heat exchanger 66. Temperature sensor 250 may be located ona fin or tube of exterior heat exchanger 66. Alternatively, temperaturesensor 250 may be located in a flow path of refrigerant in exterior heatexchanger 66. Pressure sensor 251 senses refrigerant pressure at outletside 60B of compressor 60. Optional pressure sensor 252 sensesrefrigerant pressure at inlet side or suction side 60A of compressor 60.Pressure sensor 253 senses refrigerant pressure at an outlet side ofbattery chiller heat exchanger 236. Optional pressure sensor 254 sensesrefrigerant pressure at an inlet side of accumulator 72. Temperaturesensor 255 senses refrigerant temperature an outlet side of interiorheat exchanger 76. Temperature sensor 255 may be located on a fin ortube of interior heat exchanger 76. Alternatively, temperature sensor255 may be located in a flow path of refrigerant in interior heatexchanger 76. Signals from temperature and pressure sensors 250-255 areinput to controller 12.

A first temperature set point for cooling system 24 may be a temperatureat the outlet of interior heat exchanger 76. The first temperature setpoint may be achieved via adjusting a speed of compressor 60 and aposition of expansion valve 74. If expansion valve 74 is a two statedevice, a duty cycle that expansion valve 74 is commanded open andclosed may adjust a temperature at the outlet side of interior heatexchanger 76 to achieve the first temperature set point. For example, iffirst temperature set point is a lower temperature, expansion valve 74may be commanded to a higher duty cycle, greater than 75% for example.If the first temperature set point is a higher temperature, expansionvalve 74 may be commanded to a lower duty cycle, less than 40% forexample. If a position of expansion valve 74 may be adjusted to aplurality of positions, the position of expansion valve 74 may beadjusted to provide the first temperature set point.

A second temperature set point for cooling system 24 may be atemperature at the outlet of battery chiller heat exchanger 236. Thesecond temperature set point may be achieved via adjusting a speed ofcompressor 60 and a position of expansion valve 274. If expansion valve274 is a two state device, a duty cycle that expansion valve 274 iscommanded open and closed may adjust a temperature at the outlet side ofbattery chiller heat exchanger 236 to achieve the second temperature setpoint. For example, if second temperature set point is a lowertemperature, expansion valve 274 may be commanded to a higher dutycycle, greater than 65% for example. If the second temperature set pointis a higher temperature, expansion valve 274 may be commanded to a lowerduty cycle, less than 40% for example. If a position of expansion valve274 may be adjusted to a plurality of positions, the position ofexpansion valve 274 may be adjusted to provide the second temperatureset point. Expansion valve 274 is arranged in parallel with expansionvalve 74 so that temperatures of the passenger compartment 20 and ofbattery 132 may be controlled simultaneously.

The system of FIGS. 1 and 2 provides for a vehicle system, comprising: acooling system including a device that is cooled via the cooling system;and a controller including executable instructions stored innon-transitory memory that cause the controller to adjust a speed of apump to decrease a temperature for the device in response to an expectedload on the device at a location of a travel route, the location anactual total number of travel route segments ahead of a vehicle'spresent location. The vehicle system includes where the actual totalnumber of travel route segments varies with vehicle operatingconditions. The vehicle system includes where a length of the travelroute segments varies with vehicle operating conditions. The vehiclesystem further comprises additional executable instructions that causethe controller to adjust a position of a valve in response to theexpected load on the device, and where the device is a traction battery.The vehicle system further comprises a phase changing material includedin the cooling system. The vehicle system further comprises additionalexecutable instructions that cause the controller to reduce atemperature of the phase changing material in response to the expectedload. The vehicle system includes where the phase change material isincluded in a traction battery coolant loop.

Referring now to FIG. 3 , an example prophetic cooling system operatingsequence according to the method of FIG. 4 is shown. The plots of FIG. 3are time aligned. The sequence of FIG. 3 may be generated via the systemof FIGS. 1 and 2 in cooperation with the method of FIG. 4 . The verticallines at times t0-t5 represent times of interest in the plots.

The first plot from the top of FIG. 3 is a plot of estimated load that apropulsive effort device (e.g., an electric machine) will, or isexpected to, put on a battery versus time. The estimated load that thepropulsive effort device, will or is expected to, put on the batteryincreases in the direction of the vertical axis arrow. The horizontalaxis represents time and time increases from the left side of the figureto the right side of the figure. Heights of vertical bars 302-306represent estimated load values that propulsive effort will put on abattery for individual travel route segments. Vertical bars filled withvertical lines as shown at 302 represent an estimated load value thatpropulsive effort will put on a battery three travel segments in frontof the present travel route segment that the vehicle is traveling on.Vertical bars filled with cross hatched lines as shown at 304 representan estimated load value that propulsive effort will put on a battery twotravel segments in front of the present travel route segment that thevehicle is traveling on. Vertical bars filled with hatched lines asshown at 306 represent an estimated load value that propulsive effortwill put on a battery one travel segment in front of the present travelroute segment that the vehicle is traveling on. New vertical bars (e.g.,302, 304, and 306) are shown each time the vehicle enters into a newtravel route segment. The new vertical bars forecast the estimated loadthat the propulsive effort device will, or is expected to, put on thebattery.

The second plot from the top of FIG. 3 is a plot of load that a climatecontrol system applies to a battery versus time. The load on the batteryincreases in the direction of the vertical axis arrow. The horizontalaxis represents time and time increases from the left side of the figureto the right side of the figure. Vertical bars 308 represent the amountof load that the climate control system applies to a battery versustime.

The third plot from the top of FIG. 3 is an actual total number oftravel route segments that the system uses to look ahead in time. Theactual total number of travel route segments that the system uses tolook ahead in time increases in the direction of the vertical axisarrow. The horizontal axis represents time and time increases from theleft side of the figure to the right side of the figure. Line 310represent the actual total number of look ahead segments that are beingused in the estimation of load that propulsive effort will put on abattery versus time.

The fourth plot from the top of FIG. 3 is a plot of a battery set pointtemperature (e.g., a temperature that the battery is regulated to)versus time. The battery set point temperature value increases in thedirection of the vertical axis arrow. Increasing the battery set pointtemperature may increase battery temperature. The horizontal axisrepresents time and time increases from the left side of the figure tothe right side of the figure. Line 312 represents the batterytemperature set point versus time.

The fifth plot from the top of FIG. 3 is a plot of a position of abattery cooling expansion valve (e.g., 274 of FIG. 2 ) versus time. Thevertical axis represents battery cooling expansion valve position andbattery cooling expansion valve position increases in the direction ofthe vertical axis arrow. Alternatively, for two position expansionvalves, the vertical axis may represent valve duty cycle (e.g., an ontime of the expansion valve divided by a period of a signal driving theexpansion valve to open and close) versus time. The horizontal axisrepresents time and time increases from the left side of the figure tothe right side of the figure. Line 314 represents the battery coolingexpansion valve position versus time.

The sixth plot from the top of FIG. 3 is a plot of a position of apassenger compartment cooling expansion valve (e.g., 74 of FIG. 2 )versus time. The vertical axis represents passenger compartment coolingexpansion valve position and passenger compartment cooling expansionvalve position increases in the direction of the vertical axis arrow.Alternatively, for two position expansion valves, the vertical axis mayrepresent valve duty cycle (e.g., an on time of the expansion valvedivided by a period of a signal driving the expansion valve to open andclose) versus time. The horizontal axis represents time and timeincreases from the left side of the figure to the right side of thefigure. Line 316 represents the passenger compartment cooling expansionvalve position versus time.

The seventh plot from the top of FIG. 3 is a plot of a position of acompressor or pump flow rate (e.g., compressor 60 of FIG. 2 ) versustime. The vertical axis represents compressor pump flow rate and pumpflow rate increases in the direction of the vertical axis arrow. Thehorizontal axis represents time and time increases from the left side ofthe figure to the right side of the figure. Line 318 represents thecompressor flow rate versus time.

At time t0, the cooling system is looking ahead three travel routesegments from the present travel route segment that the vehicle isoperating in to estimate the load that the propulsive effort devicewill, or is expected to, apply to the electric energy storage device(e.g., battery). Looking ahead may comprise retrieving travel route data(e.g., road grade, road surface conditions, road speed limit, etc.) fromone or more travel route segments that are ahead of the present travelroute segment that a vehicle is traveling on. The travel route data maythen be applied to estimate the road load and estimated load thatpropulsive effort will, or is expected to, place on the electric energystorage device to propel the vehicle. The propulsive effort may beestimated via a vehicle powertrain model. The actual total number oftravel route segments that are applied to look ahead in time may bedetermined according to vehicle operating conditions. It may bedesirable to look ahead and use a greater number of travel routesegments to estimate propulsive effort during conditions when vehiclemass increases (e.g., cargo and passenger are added to the vehicle) sothat additional time may be provided to reach a requested set pointelectric energy storage device temperature because of the additionalvehicle mass. However, if vehicle mass decreases less time may be neededto reach a requested set point electric energy storage devicetemperature because of the lowered vehicle mass. For example, anincrease in vehicle mass may require a lower set point temperature sothat the electric machine that provides propulsive effort may continueto operate at rated capacity for a longer period of time. It may takethe cooling system more time to reach the lower set point temperature.Thus, if the cooling system looks farther into the future by usingadditional travel route segments to estimate the load that thepropulsive effort device will, or is expected to, apply to the electricenergy storage device, more time may be allowed for the electric energystorage device to reach the temperature set point. Conversely, adecrease in vehicle mass may allow a higher set point temperature sothat the electric machine that provides propulsive effort may continueto operate at rated capacity. It may take the cooling system less timeto reach the higher set point temperature. Thus, if the cooling systemlooks less into the future by using fewer travel route segments toestimate the load that propulsive error will or is expected to apply tothe electric energy storage device, the cooling system may reach the setpoint temperature sooner and in time to meet cooling demands so thatless energy may be used by the cooling system. Further, the coolingsystem may consume less power when it is operated at a higher set pointtemperature.

The load that propulsive effort device applies to the electric energystorage device or battery includes three vertical bars that are stackedto show a total load that the propulsive effort device will, or isexpected to, apply to the battery. The total load that the propulsiveeffort device applies to the electric energy storage device is a lowerlevel. The load that the climate control system applies to the electricenergy storage device is small. The battery set point temperature is ata higher level and the battery cooling expansion valve position isopened a lower medium amount. The compartment cooling expansion valveposition is at a lower medium level and the compressor flow rate is at amedium level.

At time t1, the cooling system remains looking ahead three travel routesegments to estimate the load that propulsive effort will, or isexpected to, apply to the electric energy storage device. The load thatpropulsive effort device is expected to apply to the electric energystorage device or battery includes three vertical bars that are stackedso that the stacked height indicates a total load that the propulsiveeffort will apply to the battery. The total load that the propulsiveeffort device applies to the electric energy storage device increases toa middle level; therefore, the battery set point temperature is loweredso that the electric energy storage device may remain below a thresholdtemperature even when a higher load is applied to the electric energystorage device in the future. The load that the climate control systemapplies to the electric energy storage device remains small. Theelectric energy storage device cooling expansion valve position isopened further to a medium amount. The compartment cooling expansionvalve position remains at a lower medium level and the compressor flowrate is increased to a higher medium level so that the electric energystorage device set point may be achieved before the load on the electricenergy storage device is increased. The lower electric energy storagedevice temperature set point may allow the electric energy storagedevice to provide its rated capacity for a longer period of time whenload that the propulsive effort device (e.g., the electric machine)increases to match road conditions and driver demand in the future.

At time t2, the cooling system remains looking ahead three travel routesegments to estimate the load that propulsive effort device will, or isexpected to, apply to the electric energy storage device. The total loadthat the propulsive effort device applies to the electric energy storagedevice increases to a higher middle level; therefore, the battery setpoint temperature is lowered again so that the electric energy storagedevice may remain below a threshold temperature even when the higherload is applied to the electric energy storage device in the future. Theload that the climate control system applies to the electric energystorage device remains small. The electric energy storage device coolingexpansion valve position is opened further to a higher medium amount.The compartment cooling expansion valve position remains at a lowermedium level and the compressor flow rate is increased to a higher levelso that the electric energy storage device set point may be achievedbefore the load on the electric energy storage device is increased. Thelower electric energy storage device set point temperature may allow theelectric energy storage device to provide its rated capacity for alonger period of time when load that the propulsive effort device (e.g.,the electric machine) increases to match road conditions and forecastdriver demand.

Between time t2 and time t3, the load that the propulsive effort will,or is expected to, apply to the electric energy storage device increasesand then decreases a small amount, but the electric energy storagedevice set point temperature is not reduced further since the vehiclehas not passed through the travel route segments where propulsive effortis expected to be higher. In addition, the compartment cooling expansionvalve is partially closed to make additional refrigerant or coolantavailable to cool the electric energy storage device. Further, eventhough the overall load that the propulsive effort device is expected toapply to the electric energy storage device decreases, the electricenergy storage device set point temperature is not increased until thevehicle has passed through the individual travel route segments wherethe load that the propulsive effort machine applies to the electricenergy storage device is high.

At time t3, the cooling system remains looking ahead three travel routesegments to estimate the load that propulsive effort device will, or isexpected to, apply to the electric energy storage device. The total loadthat the propulsive effort device applies to the electric energy storagedevice decreases to a lower middle level; therefore, the battery setpoint temperature is increased so that the electric energy storagedevice may remain below a threshold temperature while the cooling systemconsumes less energy. The load that the climate control system appliesto the electric energy storage device remains small. The battery coolingexpansion valve position is partially closed to a medium amount. Thecompartment cooling expansion valve position is returned to the lowermedium level and the compressor flow rate is decreased to a highermedium level so energy consumed by the cooling system may be reduced.

At time t4, the cooling system remains looking ahead three travel routesegments to estimate the load that propulsive effort device will, or isexpected to, apply to the electric energy storage device. The total loadthat the propulsive effort device applies to the electric energy storagedevice decreases again to a lower middle level; therefore, the batteryset point temperature is increased so that the electric energy storagedevice may remain below a threshold temperature while the cooling systemconsumes less energy. The load that the climate control system appliesto the electric energy storage device remains small. The battery coolingexpansion valve position is partially closed to a lower medium amount.The compartment cooling expansion valve position remains at a lowermedium level and the compressor flow rate is decreased to a medium levelso energy consumed by the cooling system may be reduced.

Between time t4 and time t5, the actual total number of travel routelook ahead segments is reduced to two. The actual total number of travelroute look ahead segments may be reduced in response to vehicleoperating conditions. For example, the actual total number of travelroute look ahead segments may be reduced in response to a reduction invehicle mass, ambient temperature, and internal resistance of anelectric energy storage device.

At time t5, the cooling system remains looking ahead two travel routesegments to estimate the load that propulsive effort device will, or isexpected to, apply to the electric energy storage device. The total loadthat the propulsive effort device applies to the electric energy storagedevice is at a lower level; therefore, the battery set point temperatureremains unchanged. The load that the climate control system applies tothe electric energy storage device increases so the passengercompartment cooling expansion valve is opened further to meet theclimate control demand. The battery cooling expansion valve positionremains unchanged and the compressor flow rate is increased a smallamount so that passenger compartment cooling requirements may be met.

In this way, a single cooling system may be adjusted to meet coolingrequirements of a driveline propulsion system and a vehicle climatecontrol system. The electric energy storage device set point temperaturemay be reduced before higher propulsive loads are requested so that atemperature of a propulsion source may remain below a thresholdtemperature. The electric energy storage device temperature may beachieved via adjusting a position of one or more valves and a speed of acompressor.

Referring now to FIG. 4 , a method for operating a cooling system of avehicle is shown. The method of FIG. 4 may be included in the system ofFIGS. 1 and 2 as executable instructions stored in non-transitorymemory. Further still, portions of the method of FIG. 4 may be actionstaken in the physical world by a controller.

At 402, method 400 determines a vehicle travel route. The vehicle travelroute may be determined via a navigation system according to thevehicle's starting location, a user (e.g., human vehicle driver input,human passenger input, or autonomous drive input) input destination, andmaps that are stored within the navigation system. The vehicle travelroute may be determined by the navigation system according to routesthat are shortest in distance traveled and/or shortest time required todrive the route. Method 400 proceeds to 404.

At 404, method 400 determines an actual total number of travel routesegments to look ahead from the present travel route segment the vehicleis traveling on. In one example, the actual total number of travel routesegments to look ahead from the present travel route segment the vehicleis traveling on may be a function of vehicle mass, ambient temperature,and internal resistance of an electric energy storage device. Inparticular, the actual total number of travel route segments to lookahead of a vehicle may increase as vehicle mass increases and it maydecrease as vehicle mass decreases. Increasing vehicle mass may increasethe propulsive effort used to maintain a vehicle at posted road speeds.Increased propulsive effort may increase a temperature of an electricenergy storage device and a load that is applied to the electric energystorage device by a propulsion source. Therefore, it may be desirable tobegin reducing a temperature of the electric energy storage device agreater distance before the vehicle reaches a travel route segment whereload on the electric energy storage device may be expected to increaseso that the set point temperature may be achieved. In addition, loweringthe set point temperature may allow an electric energy storage device tooperate at higher loads for a longer period of time. In one example, theactual total number of look ahead travel route segments may be outputfrom a function in memory that outputs an actual total number of lookahead travel route segments as a function of vehicle mass.

The actual total number of look ahead travel route look ahead segmentsmay also be adjusted as a function of ambient temperature. Inparticular, the actual total number of travel route segments to lookahead of a vehicle may increase as ambient temperature increases. Asambient temperature increases, an amount of time for a cooling system toreach a set point temperature may increase due to reduced heat transfer.Therefore, it may be desirable to begin reducing a temperature of theelectric energy storage device a greater distance before the vehiclereaches a travel route segment where load on the electric energy storagedevice may be expected to increase so that the set point temperature maybe achieved. In one example, the actual total number of look aheadtravel route segments may be modified via a function in memory thatoutputs an adjustment value to the number of look ahead travel routesegments as a function of ambient temperature.

The actual total number of look ahead travel route look ahead segmentsmay also be adjusted as a function of electric energy storage deviceinternal resistance. In particular, the actual total number of travelroute segments to look ahead of a vehicle may increase as electricenergy storage device internal resistance increases. As electric energystorage device internal resistance increases, an electric energy storagedevice temperature may increase sooner. Therefore, it may be desirableto begin reducing a temperature of the electric energy storage device agreater distance before the vehicle reaches a travel route segment whereload on the electric energy storage device may be expected to increaseso that the set point temperature may be achieved. In one example, theactual total number of look ahead travel route segments may beempirically determined and stored in a function in memory that outputsthe number of look ahead travel route segments as a function of electricenergy storage device internal resistance. Method 400 proceeds to 406after the actual total number of travel route segments is determined.

In other examples, method 400 may adjust a distance of the look aheadtravel route segments as a function of vehicle mass, ambienttemperature, and electric energy storage device internal resistance. Forexample, method 400 may always look ahead a fixed number of travel routesegments (e.g., four) to determine expected load applied to an electricenergy storage device. However, method 400 may increase the length ofdistance of travel route segments based on vehicle mass, ambienttemperature, and internal resistance of the electric energy storagedevice. Thus, if look ahead travel route segments are 100 meters andvehicle mass is increased due to adding cargo to a vehicle, the lookahead travel route segments may be adjusted to 140 meters so that theelectric energy storage device set point temperature may be loweredsooner. This may allow the electric energy storage device to bemaintained under a threshold temperature even during higher loadconditions. Similarly, the distance of travel route segments may beadjusted responsive to ambient temperature and the internal resistanceof an electric energy storage device so that the electric energy storagedevice may operate at less than a threshold temperature.

At 406, method 400 estimates a load on an electric energy storage devicethat is based on travel route segments. As previously mentioned, lookingahead in time may comprise retrieving travel route data (e.g., roadgrade, road surface conditions, road speed limit, etc.) from one or moretravel route segments that are ahead of the present travel route segmentthat a vehicle is traveling on. The travel route data may then beapplied to estimate the road load and estimated load that propulsiveeffort will, or is expected to, be placed on the electric energy storagedevice to propel the vehicle. The propulsive effort may be estimated viaa vehicle powertrain model and the electric energy storage devicetemperature increase may be estimated from the load of the propulsiveeffort. In one example, a function may be indexed or referenced and thefunction outputs empirically determined electric energy storage devicetemperature based on the initial temperature of the electric energystorage device and the propulsive effort load that may be applied to theelectric machine and to the electric energy storage device. Method 400proceeds to 408.

At 408, method 400 estimates an internal resistance of an electricenergy storage device. In one example, where the electric energy storagedevice is a battery, the internal resistance of the battery may bedetermined via measuring an open circuit voltage of the electric energystorage device. Further, the electric energy storage device may beapplied to a resistive load and an amount of current flowing through theresistive load and a voltage drop across the resistive may be determinedvia a voltage input to the controller. Kirchoff's voltage law may beapplied to determine a voltage drop across the electric energy storagedevice's internal resistance. The internal resistance of the electricenergy storage device may be determined by dividing the voltage dropacross the electric energy storage device's internal resistance by theamount of current that flowed through the resistive load that wasexternal to the electric energy storage device. Method 400 proceed so410.

At 410, method 400 judges if the cooling system includes a phasechanging material to assist in controlling temperatures within thecooling system. In one example, a bit or word in memory may contain avalue that indicates whether or not the cooling system includes a phasechanging material. If so, the answer is yes and method 400 proceeds to420. Otherwise, the answer is no and method 400 proceeds to 412.

At 412, method 400 adjusts a temperature set point of the cooling system(e.g., a temperature of an outlet side of an electric energy storagedevice chiller heat exchanger or a temperature in a cooling loop of theelectric energy storage device chiller) responsive to the estimated loadon the electric energy storage device as determined from the travelroute segments. In one example, method 400 may reference a function ofempirically determined temperature set points for an electric energystorage device (e.g., a temperature of an outlet side of an electricenergy storage device chiller heat exchanger or a temperature in acooling loop of the electric energy storage device chiller) according tothe load that is estimated to be applied to the electric energy storagedevice via a vehicle propulsion source and an initial temperature of theelectric energy storage device. The temperature set point value maydecrease as the load applied to the electric energy storage deviceincreases. Further, the temperature set point value may increase as theload applied to the electric energy storage device decreases. Thetemperature set point may be maintained or decreased from a firsttemperature set point up to a time when a vehicle reaches a travel routesegment in a group of travel route segments that include a greatestexpected load as determined from the group of travel route segments. Thetemperature set point may be increased after the vehicle passes throughthe travel route segment where the expected load on the electric energystorage device is expected to be greatest in the group of travelsegments. Method 400 proceeds to 414.

In some examples, method 400 may also adjust a second temperature setpoint when the temperature set point of the electric energy storagedevice is adjusted based on navigational data. For example, if thetemperature set point of the electric energy storage device is reducedin response to an expected load on the electric energy device increasingdue to propulsive effort, method 400 may reduce a second temperature setpoint (e.g., a temperature set point of a passenger compartment) so thatthe cooling system may have an improved chance of reducing a temperatureof the electric energy storage device to the lower temperature setpoint.

In addition, at 412, method 400 may increase a flow rate of coolant orrefrigerant via increasing speed or a compressor or pump (e.g., 60 ofFIG. 2 ) responsive to the estimated load on the electric storage deviceas determined from the travel route segments. In one example, method 400may reference a function of empirically determined compressor speedsaccording to the load that is estimated to be applied to the electricenergy storage device via a vehicle propulsion source and an initialtemperature of the electric energy storage device. The compressor speedvalues may decrease as the load applied to the electric energy storagedevice decreases. Further, the compressor speed values may increase asthe load applied to the electric energy storage device increases.

At 414, method 400 adjusts a temperature set point determined at 412according to an estimated internal resistance of an electric energystorage device. In one example, method 400 may reference a function ofempirically determined temperature set point adjustment values that area function of internal resistance of the electric energy storage device.Method 400 adds the temperature set point adjustment to the valuedetermined at 412 and commands the electric energy storage temperatureto the set point temperature. Method 400 may adjust the electric energystorage device temperature to the adjusted set point temperature viaadjusting speed of a compressor and a position of a valve (e.g., anexpansion valve such as 274 of FIG. 2 ). In one example, the electricenergy storage set point temperature may be decreased as internalresistance of the electric energy storage device increases.

In addition, in one additional representation, method 400 may adjust atemperature of a passenger compartment set point. In particular, ifdriver demand torque or power is greater than a threshold torque and theelectric energy storage device is not reaching the set pointtemperature, method 400 may increase a set point temperature of thepassenger compartment so that the electric energy storage device outputmay be maintained at a higher level. If driver demand torque or power isless than the threshold torque, method 400 may adjust a set pointtemperature of the passenger compartment so that the passengercompartment requested temperature may be met. Method 400 proceeds toexit.

At 420, method 400 estimates an amount of time that phase changematerial may provide cooling to an electric energy storage device. Inone example, method 400 may index a table of empirically determined timevalues according to the load that is expected to be applied to theelectric energy storage device, the initial temperature of the phasechange material, and the set point temperature of the electric energystorage device. The table outputs an amount of time. Method 400 proceedsto 422.

At 422, method 400 judges if the cooling system including the phasechange material at its present temperature may maintain a temperature ofthe electric energy storage device at a present set point temperaturefor the duration of the travel route segments that are used to lookahead in time (e.g., two or three travel route segments). If so, theanswer is yes and method 400 proceeds to 424. Otherwise, the answer isno and method 400 proceeds to 426. Method 400 may judge that the coolingsystem and phase change material may maintain the electric energystorage temperature at the set point temperature if the amount of timeat 420 is greater than the amount of time that the vehicle is expectedto take to travel the actual total number of travel route segments usedto look ahead in time to determine load on the electric energy storagedevice.

At 424, method 400 maintains a present temperature set point of theelectric energy storage device, which is based on the estimated loadthat a propulsion source is expected to apply to the electric energystorage device over the actual total number of travel route segments.Method 400 proceeds to 428.

At 426, method 400 adjusts a temperature set point of the electricenergy storage device so that a temperature of the electric energystorage device may remain below a threshold temperature when higherloads are applied to the electric energy storage device. In one example,method 400 adjusts the temperature set point of the electric energystorage device in response to the estimated load that a propulsiveeffort device will, or is expected to, apply to the electric energystorage device over the present number of travel route segments that areused to estimate the load on the electric energy storage device and theestimated amount of time that the phase change material may providecooling to the electric energy storage device. In one example, theestimated load that a propulsive effort device will, or is expected to,apply to the electric energy storage device over the present number oftravel route segments that are used to estimate the load on the electricenergy storage device and the estimated amount of time that the phasechange material may provide cooling to the electric energy storagedevice are used to reference a function of empirically determinedtemperature set point values and the function outputs a temperature setpoint value and commands the cooling system to adjust the electricenergy storage device to the temperature set point value. Method 400proceeds to 428.

At 428, method 400 the cooling system may adjust the electric energystorage device to the temperature set point value via adjusting a speedof a compressor and adjusting a position or duty cycle of a valve (e.g.,valve 274 of FIG. 2 ). The compressor speed may be increased when thetemperature set point is decreased and the compressor speed may bedecreased with the temperature set point is increased.

In this way, method 400 may adjust a temperature set point value of anelectric energy storage device so that the electric energy storagedevice temperature remains below a threshold temperature. This may allowthe electric energy storage device to supply power to a propulsiveeffort device at a rated capacity. In addition, method 400 may considerinternal resistance of an electric energy storage device to determine atemperature set point so that the electric energy storage device mayremain below a threshold temperature so as to reduce a possibility ofdegrading the electric energy storage device.

The method of FIG. 4 provides for a method for operating a coolingsystem of a vehicle, comprising: adjusting a temperature of a coolingsystem in response to an expected load on a device that is based onnavigational data; and adjusting a flow rate of a cooling medium inresponse to the expected load on the device increasing. The methodincludes where adjusting the temperature includes lowering a temperatureset point, and where the temperature set point is a requestedtemperature for a traction battery. The method includes where the deviceis a traction battery. The method further comprises adjusting thetemperature in response to an internal resistance of the tractionbattery. The method includes where adjusting the temperature in responseto the internal resistance of the traction battery includes decreasingthe temperature set point in response to the internal resistanceincreasing. The method further comprises adjusting a position or dutycycle of a valve in response to an expected load on a device that isbased on navigational data. The method further comprises adjusting asecond temperature via adjusting a second temperature set point of thecooling system in response to the expected load on the device that isbased on navigational data. The method includes where the secondtemperature set point is a temperature set point for a passengercompartment of the vehicle.

The method of FIG. 4 also provides for a method for operating a coolingsystem of a vehicle, comprising: adjusting a temperature of a coolingsystem to a first temperature in response to an expected load that is agreatest expected load in a group of travel route segments; andmaintaining or decreasing the temperature at or above the firsttemperature up to a time when the vehicle reaches a travel route segmentin the group of travel route segments that includes the greatestexpected load. The method further comprises increasing the temperatureduring or after the vehicle exits the travel route segment in the groupof travel route segments that include the greatest expected load. Themethod further comprises adjusting a flow rate of a cooling medium inresponse to the expected load. The method further comprises adjustingthe temperature in response to an internal resistance of a device thatis being cooled via the cooling system. The method further comprisescooling a phase changing material in response to the expected load.

Referring now to FIG. 5 , a plot of an example travel route and itssegments is shown. Vehicle travel route includes a starting position 502and a destination 504. The vehicle may travel from the starting position502 to the destination via a road 505. The road 505 may be broken into aplurality of travel route segments (e.g., 510 a-510 d). The travel routesegments may include data regarding the road 505. For example, thetravel route segments may indicate the road's greatest grade that iswithin the travel route segment and the speed limit of the travel routesegment. The road load and load that a propulsive effort source appliesto an electric energy storage device may be determined from the roadgrade and speed limit. The travel route segments may be a predetermineddistance or length (e.g., 100 meters) or the travel route segmentsdistance or length may be determined according to vehicle operatingconditions as previously described. The travel route segments may allowa vehicle controller to provide improved propulsive effort loadestimates.

As will be appreciated by one of ordinary skill in the art, methodsdescribed in FIG. 6 may represent one or more of any number ofprocessing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various steps orfunctions illustrated may be performed in the sequence illustrated, inparallel, or in some cases omitted. Likewise, the order of processing isnot necessarily required to achieve the objects, features, andadvantages described herein, but is provided for ease of illustrationand description. Although not explicitly illustrated, one of ordinaryskill in the art will recognize that one or more of the illustratedsteps or functions may be repeatedly performed depending on theparticular strategy being used. Further, the methods described hereinmay be a combination of actions taken by a controller in the physicalworld and instructions within the controller. At least portions of thecontrol methods and routines disclosed herein may be stored asexecutable instructions in non-transitory memory and may be carried outby the control system including the controller in combination with thevarious sensors, actuators, and other system hardware.

This concludes the description. The reading of it by those skilled inthe art would bring to mind many alterations and modifications withoutdeparting from the spirit and the scope of the description. For example,the systems and methods described herein may be applied to full electricvehicles and vehicles that include an engine and an electric motor forpropulsion.

The invention claimed is:
 1. A vehicle system, comprising: a coolingsystem including a battery, the battery cooled via the cooling system;and a controller configured to adjust a speed of a compressor todecrease a temperature of the battery in response to a load on thebattery at a location of a travel route, the location an actual totalnumber of travel route segments ahead of a vehicle's present location.2. The vehicle system of claim 1, where the actual total number oftravel route segments varies with vehicle operating conditions, andwhere the temperature is decreased via decreasing a set pointtemperature.
 3. The vehicle system of claim 1, where a length of thetravel route segments varies with vehicle operating conditions.
 4. Thevehicle system of claim 1, further comprising additional executableinstructions that cause the controller to adjust a position of a valvein response to the expected load on the battery.
 5. The vehicle systemof claim 1, further comprising a phase changing material included in thecooling system.
 6. The vehicle system of claim 5, further comprisingadditional executable instructions that cause the controller to reduce atemperature of the phase changing material in response to the expectedload.
 7. The vehicle system of claim 6, where the phase change materialis included in a traction battery coolant loop.